Bitumen production

Of the wide variety of crude oils commercially available, only a limited number are considered
suitable for producing bitumen of the required quality, in commercial quantities. In general, these are
heavy crude oils with a high sulphur content. In modern, integrated refineries it is common practice
to blend multiple crude oils to produce consistent quality high grade bitumen that meets precise
engineering specifications.
Production processes

Residues from the distillation of meticulously selected crude oils provide the base materials for
bitumen production. Bitumen refining separates the lighter fractions from the residues. Several
manufacturing methods are used to produce specification bitumens depending on the crude source
and processing capabilities available. Often a combination of processes is selected. The illustration
shows a compilation of the main refinery processes employed.
Distillation
The most common refining process is straight reduction from crude or a crude blend, using
atmospheric and vacuum distillation. In the diagram, atmospheric distillation is used to separate
lighter petrochemical and fuel fractions from the non-boiling component at the bottom, known as an
atmospheric residue. The lighter fractions, such as gas oil and fuel oils are fed to other refinery units.
The atmospheric residue is retained for bitumen. To remove the last traces of the lighter fractions
and avoid heat transformation of the molecules, the atmospheric residue is introduced into a vacuum
distillation unit, here the pressure reduction lowers boiling temperatures and unwanted thermal
cracking of the molecules can be avoided.
Solvent de-asphalting
Specific solvents can also be used to separate the lubricant and bitumen components of crude,
without damaging their chemical structure. According to the solvent used – propane or butane –
different categories of
bitumen can be
obtained. Along with
finely controlled
variations in the
vacuum distillation
process, these
processes permit the
production of
bitumens with varying
levels of penetration.
This property and the
softening point are
the two fundamental
defining characteristics of bitumens produced to engineering specifications. Further key physical
properties are sensitivity to temperature and ageing, cohesion and elasticity, all of which are
measured by precise tests.
Oxidation
Bitumen can be further processed by blowing air through it at elevated temperatures (280°C on
average) to alter its physical properties for commercial applications.
Oxidised bitumen covers two distinct types depending on the degree of oxidation: air rectified and
oxidised. Oxidised bitumen has a distinctive consistency at room temperature and a rubbery nature
which affects how it responds to stress, or imprint. The process of oxidation increases the stiffness
and softening point of the bitumen and considerably alters key physical properties. Varying the
length of the oxidation or air blowing process varies the extent of the reaction and produces
distinctive end products. Oxidised bitumen is used in roofing applications, while air rectified bitumen
is used in paving applications and some roofing applications.
Blending
The final bitumen product can be produced to technical specification either directly in the refining
process or by blending bitumens with different physical properties. Blending of higher and lower
viscosity residues in the required proportions may take place at the refinery, at terminals or at a third
party facility, where blend components and finished products can be easily transported and
distributed for use.
Bitumen and asphalt
Bitumen is a crucial component of asphalt - the most widely used
material for constructing and maintaining roads in the world.
There are over 4,000 hot mix asphalt plants in Europe alone,
producing some 300 million tonnes of asphalt per year.
Asphalt is typically a mixture of approximately 95% aggregate
particles and sand, and 5% bitumen, which acts as the binder, or
glue. The viscous nature of the bitumen allows the asphalt to
sustain significant flexibility, creating a very durable surface material.
There are many different types of asphalt, each with its own combination of different amounts and
type of bituminous binder and mineral aggregate, and each type of asphalt has performance
characteristics appropriate for specific applications. Thus, for each application there is a suitable
asphalt mixture available.
Asphalt is totally recyclable and recycling has increased significantly in recent years. Quantities
recycled directly back into road surfaces vary from country to country, but can be as high as 70%.
Asphalt is routinely milled and re-laid along with fresh materials, saving money and preserving non-
renewable natural resources.
Built to last
Modern asphalts roads, with a structurally solid base course and protective replaceable surface
wearing course, are now designed to last for over 40 years and with correct surface maintenance
they can, and do, last even longer. The structure should be able to withstand exposure to traffic and
the environment in such a way that structural distress mechanisms are minimised.
Structural design
A typical asphalt road construction is multi-layered in form, comprising bitumen-bound and unbound
materials. Essentially, the lower indigenous subgrade layer is covered by a bound or unbound sub-
base, providing drainage and frost protection for the subgrade, and a road base layer upon which
the asphalt layers are laid as a final surface coating. The structural design of a pavement relates to
the ability of the road to carry the imposed loads without the need for excessive maintenance.

An asphalt road is constructed in layers for optimum load distribution, and allows the stress and
resultant strain from the vehicles above to be transmitted through the road structure, which then
spreads and lessens with depth. In order to achieve this, stronger and consequently more expensive
materials are used in the upper levels, with relatively low strength materials being used in the lower
layers. It is also important that a good bond is achieved between all of the layers to ensure the road
structure acts as a single structural entity with good bearing capacity. Additionally, the nearer the
surface of the road the flatter the profile must be, as an uneven surface will be uncomfortable for
vehicle occupants and will wear more quickly. Each time a vehicle hits a bump, it creates a dynamic
loading up to three times the static loading that would be imposed by the vehicle and therefore is
significantly more damaging.
Structural layers
The asphalt layers consist of three tiers - a surface course, a binder course and an asphalt base
course - and together these consitute the top layer of the road structure.
There are a wide range of surface course products available, and these wearing mixtures must be
designed to have sufficient stability and durability to withstand the appropriate traffic loads and the
detrimental effects of environmentally-induced stresses - such as air, water and temperature
changes - without exhibiting cracking, rutting or other failure modes. Their usage also depends on
specific requirements, local conditions and functional characteristics, such as traffic levels, skid
resistance, noise reduction and durability. In some cases, rapid drainage of surface water is desired,
while in other cases the wearing course should be impermeable, to keep water out of the road
structure.
The binder course is an intermediate layer. It is designed to reduce rutting and withstand the highest
stresses that occur about 50-70 mm below the surface course layer. Binder mixtures typically use a
large aggregate size (19-38 mm) with a corresponding lower asphalt binder content to produce a
combination of stability and durability.
The asphalt base course mixtures have a maximum aggregate size (up to 75 mm) and an even
lower asphalt binder content, providing adequate durability since this layer is not exposed to the
environment.
The road base course is perhaps the most important structural layer, and is specifically designed to
effectively distribute traffic and environmental loading, to ensure that underlying unbound layers are
not exposed to excessive stresses and strains. The road base course should also exhibit long-life
characteristics, ensuring that fatigue of the structure is resisted for as long as possible and no
damage develops.
The sub-base and subgrade layers constitute the foundations of the road structure, and since the
formation and sub-soil often comprise of relatively weak materials, it is of utmost importance that the
damaging loadings are effectively eliminated by the layers above. These sub-base layers consist of
unbound materials, such as indigenous soil, crushed or uncrushed aggregate, or re-used secondary
material.
Benefits
Other benefits of asphalt roads include durability, improved safety and comfort, reduction in noise
pollution, ease of access for utility repairs and reduction of traffic emissions from resulting